Automatic train-stop.



A. MASTRANGELO.

AUTOMATIC TRAIN STOP.

APPLICATION FILED SEPT.13, 101s.

1, 1 1 3,027, Patented Oct. 6, 1914.

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III/IA WITNESSES IIVVEIVTOR NJ 4 NTHONY MASTRANGELO ATTORNEYS A.MASTRANGELO.

AUTOMATIC TRAIN STOP.

APPLICATION FILED SEPT. 13, 1913.

1, 1 1 3,027. Patented Oct. 6, 1914.

2 SHEETS-SHEET 2.

WITNESSES INVENTOR N. J mum, ///;V//7W/V)/ M75/7F/9/1/64Z0 ATTORNEYSANTHONY MASTRANGELOOF WEEHAWKEN, NEW JERSEY, A SSIGNOR OF ONE-HALF '10ALBERT EDWARD BUCKLAND, OF NEW YORK, N. Y.

.AUTOMA'IIC TRAIN-STOP.

Application filed September 13, 1913.

To all whom it may concern:

Be it known that I, ANTHONY MAS- TRANGELO, a citizen of the UnitedStates, and a resident of Weehawken, in the county of Hudson and Stateof New Jersey, have invented a new and Improved Automatic Train-Stop, ofwhich the following is a full, clear, and exact description. 0

The invention relates to automatic train stops, and has reference moreparticularly to devices carried by locomotives and adapted to stop thesame when they pass a signal depriving them of rlght of way.

The device comprises means to be actuated by compressed air of the brakesystem of the train, which will close the throttle valve of thelocomotive and apply the brakes, the supply of air from the brake systemto the said means being controlled automatically when the locomotivepasses a signal depriving it of right of way.

The object of the inventlon is to prov de a simple, reliable andinexpensive device with which a modern locomotive can be easilyequipped, which will in no way in-- terfere with the normal operation ofthe locomotive and which is always in operative position. I

The invention consists of the construction and combination of parts tobe more fully described hereinafter and fully set forth in the claims.-

Reference is to be had to-the accompanying drawings forming a part ofthis specification, in which like characters indicate correspondingparts in all the views and in which:

Figure l is a diagrammatic view of a locomotive and signal embodying myinvention; Fig. 2 is a side elevation of my invention with certain partsbroken away to show the details of construction; Fig. 3 is a detail viewin section of the means for operating the throttle valve; and Fig. 4 isa section on line 44 of Fig. 2 through the engineers air valve. V

Before proceeding to a more detailed description of the invention, itmust be understood that by main-pipe of the airbrake system is meant thepipe connecting the main reservoir to the engineers airbrake valve.

Referring to the drawings, 5 represents a signal, as used forindicatingthe right of Specification of Letters Patent.

"the stem 0 'which is secured to an extension of the Patented Oct. 6,1914.

Serial No. 789,834.

way on railways, with which is associated an element 6 forming a switchfor openmg and closing a circuit generated by a source 7 provided in anysuitable lace.

The signal 5 when closing the right 01: way

permits the current to flow from the source nto an lnsulated conductor 8positioned adacent the railway track and with which is adapted to comein contact a shoe 9 carried by a locomotive 10. In the cabin 11 of thelocomotive a solenoid 12 is provided which is connected with the shoe 9,one end of the circuit from the source and one from the solenoid beinggrounded so that when the train passes a signal which does not give itthe right of way it will cause a current -flow from the source throughthe solenoid,

thereby energizing the same and causing the core 13 of the solenoid tomove into the solenoid.

Connected pivotally to the core of the solenoid with one end is acentrally pivoted arm 14, the opposite end of which is provided with atoe on which rests one end of fa pivoted rod 15 the other end of whichcarries a link 16, the solenoid arm and rod be ing carried by asuspension 17 attached preferably to the top of the cabin and forming asupporting means for my mechanism. The rod 15 adjacent the end carriedby'the toe is provided with a weight 18 which weight maintains the endof the rod 15 on the toe of the arm 14. The rod 15 is also provided witha progection 19 engaging a. notch in the valve 20 the casing 21 of mainpipe 22 of the air brake system, the

casing 21 being preferably secured to the suspension 17 in any suitableway. A spring cylinder with one end and engaging loosely one end of asocket 29, the projecting end of the rod 28 being guided by a suspendedmember 30. The opposite end of the socket '29 is threaded and receives.one end of a member 31 which is centrally provided with an opening 32through which passes the operating lever 33 and which lever is pivotallysecured to the member. The opposite end of the member 31 is threaded toengage a stem 34 of the throttle valve. The operating lever 33 issuspended in the customary way and provided with a sector 35 to beengaged by a latch 36 operable in the well known manner. The latch 36 isprovided with a loop 37 forming the guide for the latch on the lever 33.

Slidably mounted on the lever 33 is a push bar 38 one end of which isrounded and rests against the side of the loop 37. The opposite end iscam shaped and is substantially in the axis of the plunger 38, member 31and the stem 34 of the throttle valve. The push bar 38, between thebearings on the lever 33, is provided with a coil spring 39 normallytending to bring the push bar 38 with the cam end toward the axis of themember 31. The member 31, at its end which engages the socket isprovided with an axial bore into which is fitted a pin 40, one end ofwhich is round and projects into the socket 29. The opposite end of thepin is beveled and projects into the opening 32 and :t'aces the cam 'endof the push bar 38 so that when the pin 40 is pushed into the opening 32its beveled end engages the cam end of the push bar 38 and forces thesame downward, thereby causing the disengagement of the latch 36 fromthe sector 35. The pin is provided with a coil spring 41 mounted thereonand tending to bring the pin into normal position to disengage itsbeveled end from the cam end of the push I rod 38.

The tubular member 24 is provided with a T 42 which is connected bypipes 43 to a cylinder 44 secured to the boiler, or in any othersuitable place in the cabin, adjacent to the engineers air valve. Apiston 45 is provided in the cylinder, the piston rod 46 of which isconnected to a rack 47. Meshing with the rack is a pinion 48 mounted torotate on the pin 49 which carries the handle 50 of the air valve. Thepinion is provided with a semi-circular groove 51 which is engaged by apin 52 rigidly secured to the handle 50. This groove permits the movement of the handle by the engineer to manipulate the air valve withoutin any way disturbing the pinion 48. Rigid with the pinion is a cam 53adapted to engage the latch 54 provided in the handle, which locks thehandle in the desired position. The rack 47 is guided in its motion by agroove provided in the body of the air valve structure; and the piston45 is maintained in normal position by means of a coil spring 55 locatedin the cylinder 44. The pipe sys tem 43 is provided with a valve 56whereby the cylinders 25 and 44 can be exhausted.

The tubular member 24 ad acent the valve casing 21 is provided with avent 57 conshoe 9 to contact with the conductor 8, which is energizeddue to the position of the signal 5. This will energize the solenoid 12,causing the arm 14 to move'on its pivot,

thereby disengaging the end of the rod 15 engaged by the toe of the arm14, which, under the weight 18, will move downward and cause the valve20 to leave its seat, thereby allowing the fiow of air from the mainpipe to the cylinders 25 and 44. The motion of the rod 15 downward willcause the piston 59 in the cylinder 58 to move upward just opposite theopening of the vent 57, thereby preventing the escape of air from themember 24. The pressure of air from the main pipe will cause the piston26 in cylinder 25 to move and compress the spring 27. This motion of thepiston will force the end of the plunger 28 into the socket, where itwill engage the end of the pin 40 and force its beveled end against thecam end of the push bar 38, thereby causing the push bar 38 to move downand disengage the latch 36 from the sector 35. As the plunger 28continues to move it engages the bottom of the socket 29, or the end ofthe member 31, and causes the member with the socket and the stem 34 ofthe valve to move in the direction of the arrow shown in Fig. 3, therebyclosing the throttle valve.

The air entering the cylinder 44 causes the piston 45 to move in thedirection of the arrow shown in Fig. 4, thereby causing the rack 47 tomove in the same direction. This will cause the rotation of the pinion48 on the pin 49 and therewith the cam 53. The cam will engage the latch54 and force itout of engagement from the valve body, thereby leavingthe handle 50 free to move. Simultaneously with the disengagement withthe latch, the end of the groove 51 comes in contact with the pin 52 andcauses the handle controlling the air valve to move therewith and bringsit to the emergency position. To bring the system to normal position,the'valve 56 is operated thereby exhausting the compressed air from thecylinders 25 and 44 and resetting the rod 15 into engagement with thearm 14, which arm is provided with a coil spring to bring it into normalposition when the circuit energizing the solenoid is interrupted.

Having thus described my invention, I claim as new and desire to secureby Letters Patent:

1. In an automatic train stop, a fluid conduit from the train pipe; avalve normally closing the fluid flow from the train pipe to saidconduit; a vent in said conduit; a valve controlling said vent; asuspended weight for operating said valves controlling the connection ofthe pipe with the conduit; means for maintaining said weight ininoperative position; and automatic means for rendering said weightoperative whereby the valves are operated, the valve connecting the pipeto the conduit establishing communication therebetween and the valvecontrolling the vent closing the same.

2. In an automatic train stop a fluid conduit from the train pipe; avalve to normally close the fluid from the train pipe mentioned valveestablishing communication between the train .pipe and the conduitsubstantially as and for the purpose set forth.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

ANTHONY MASTRANGELO.

Witnesses:

A. E. BUCKLAND, BENEDICT J AFFE.

